Combined car



(N omvodel) I R. L. MUNSON.

COMBINED GAR, AIR PIPE, ANDA STEAM PIPE. GOUPLING.

No. 538,533. Pa'tentedApr. 30, 1895.

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i ff fig @terrao STATES PATENT Fries.

ROBERT L. MUNSON, SILVER CITY, TERRITORY OF NEW MEXICO.

COMBINED CAR, AIR-PIPE, AND STEAM-PIPE coUPtINe.y

SPECIFICATION forming part of Letters Patent No. 538,533, dated AprilSO, 1895.

Application filed December 13, 1894. Serial No. 531,716. (No model.)

To a/ZZ whom it may concern.-

Be it known that I, ROBERT L. MUNsoN, of Silver City, in the county ofGrant and Territory of New Mexico, have invented ka new and ImprovedCombined Car, Air-Pipe, and' Steam-Pipe Coupling, of which the followingis a full, clear, and exact description.

My invention primarily relates to an im# provement in automatic carcouplings of the hook and catch type, and one object of my invention is,to providea novel car coupling of the type indicated, which will beadapted for an automatic interlocking connection with a similar carcoupling, andatfordmeans forthe safe detachment of two engaged couplingson cars, from either side of the roofs ofsaid cars.

A further object of my invention is to pro-y vide a car coupling of thehook and catch style, which will/afford convenient and reliable meansfor the simultaneous coupling of air brake pipes and steam heat pipes,on cars hav' ing the improved car couplings, when saidcar couplings arecoupled together for the making up of a train, the connection of thesaid pipes being detached when the car couplings are separated,therebydispensing with the usual handling of couplings for the air and steampipes, to couple or detach them when cars of a train are connected ordetached.

To these ends, my invention consists in the construction and combinationof parts, as is hereinafter described and indicated in the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specilication, in which similar figures and letters of referenceindicate corresponding parts in all the views.

Figure l is a side View of two cars in part, showing the improvementsapplied and the cars coupled therewith. Fig. lu is a reverse plan viewin part of a car-frame and the improved car-coupling thereon. Fig. 2 isan enlarged sectional side view of the improved coupling device, takensubstantially on the line 2 2 in Fig. 5 and shown coupled With the frontportion of a similar coupling. Fig. 3 is a sectional side view ofthesame partsy shown in Fig. 2, representing' them in uncoupled adjustment.Fig. 4 is a transverse sectional View on the 1ine4 4in Fig.`3 indirectionA of arrows in said ligure. Fig. 5 is a front end view of theimprovements detached from a car. Fig. 6 is a frontend view of theimproved coupling in place on a car shown in part. Fig. 7 is an enlargedtransverse sectional View of parts,

vsubstantially ontheline 4 4 in Fig. 3; and Fig.

8 is an enlarged sectional side viewofdetals on the line 8 8 in Fig. la.

' The drawhead l0, is formed of metal, is substantially rectangularincross section, and has its rear end rule jointed on lthe forward end ofthe drawbar ll, the upward fiexure of tne joint 10a being checked by animpinge of the shoulders onf/the parts that are jointed together, sothat the drawhead and drawbar will be maintainedinalignmentbythe platespring 12, thatis attached to the lower side ot' the drawbar, andpresses upwardly on the drawhead forwardly of the joint 10a, An integralhook 10b is formed on the drawhead along one side wall, which hook hasits front end arrowshaped, and thehook proper produced at a correctdistance from the forward terminal on the upper edge of the hook body,as clearly shown in Figs. 2 and 3.

The drawhead is chambered to receive a mating hook 10, that is part of asimilar drawhead, andfor the proper operation ofthe coupling when theseparts of two couplings are connected, the width of the chamber lOcshould be about equal with the thickness of the hook body Where it joinsthe drawhead, the hook being tapered somewhat on the side nearest thechamberv toward and near its free end, to facilitate the entrance of twohooks such as have been described, within the chambers of drawheads onwhich said hooks are produced.

The connected drawhead lO and drawbar 11, are loosely secured on a caratits end and near the transverse center of the car frame, preferablybyl Vmeans similar to that shown in my patented car coupling, No.480,118, wherein the drawhead and the rearwardly extended drawbar arespring-pressed laterally near a plate -that loosely supports the drawbarin connection with the cat frame, the rear end of the drawbar having ajointed connection with a rod that extends to a retracting spring whichis located near the longitudinal center or the car frame, the saidspring being connected to the car couplings at each end of the car.

j 11a afford elastic support at the sides of the drawbar which is heldin connection with the car frame A', by the plate 1lb, so that twodrawheads 10 will, when arranged one at cach end of a car frame as hasbeen explained, be adapted to yield a limited distance sidewise, andhave a spring cushioned connection with each other independent of thecar. The ordinary means for connecting the drawhead at its rear end tothe car timbers may be substituted for the patented device hereinbeforementioned if preferred. t

The top wall of the drawhead chamber 10C is made thicker than the lowerwall of the same, and slopes inwardly and downwardly at a correctinclination to adapt said wall to guide the hook body 10b into thechamber when two of the improved car couplings are being connected.

In the top wall of the chamber 10b a suitably formed recess is produced,to receive and serve as a pocket to contain the latch block 14, whichblock is parallel on its sides and is curved edgewise, as shown in Figs.2 and 3, the convex edge of said block being located toward the mouth ofthe chamber 10C. The latch block 14, is supported to rock upwardly by anarm 14, that projects from its rear edge near the upper end of saidblock, the arm 'which is rounded at the rear end having a seat in asemi-cylindric recess, or equivalent snpport produced at a lower rearcorner of the recess wherein the arm is designed to vibrate when thelatch block is moved up or down. A curved lifting rod 14eb is extendedfrom the top of the latch block 14, the curvature of which rodcorresponds with that of the block, and as is indicated in Figs. 2 and8, the lifting rod is loosely loca-ted in a curved channel formed toreceive it in the top wall of the chamber 10, the length of the rodpermitting it to project a short distance out of the channel at itsupper end when the latch block is fully depressed.

There is a coiled spring 14C mounted on the lifting rod lt", and made topress with its ends on the top wall of the recess occupied by the latchblock, and on the upperend of said latch block, the expansion of thespring tending to depress the latch block so that it will be normallylocated in the position indicated in Fig. 2.

The lower end of the latch block 14, is rounded edgewise, and the lengthof the block is so proportioned that when it is fully depressed this endwill be projected a short distance within the chamber 10c, and thus beadapted to receive the impinge of a hook 10b, that may be insertedwithin the chamber, the impinge of the arm 14:a on the bottom of therecess it works in, serving to determine the degree of downward movementgiven to the latch block 14 by an expansion of the spring 14. Thesprings 14C, bytheir force always depress the blocks 14 as far as theycan move when the blocks are not restrained from rocking downwardly, aswill presently be described.

In front of the latch block. la, a detent hook l5 is pivoted in avertical slot formed to receive it inthe top wall of the chamber 10, andas represented in Figs. 1, 2 and 3, there is a bend produced in the hookbody above its pivot, so as to project an arm 15 forwardly, and nearlyat a right angle with the depending portion whereon the hook is producedat the lower end. The arm 15 is bent edgewise so as to curve it upwardlyand then forwardly near its forward extremity, whereon a roundedenlargement 15b is formed.

On the upper front edge of the drawhead above the hook 10b, a roundedrib l()il isformed, which rib is in the path of the enlargement or boss15b on the detent hook of a drawhead the coupling hook 10b of which isentered within the chamber 10C, to produce a coupled connection betweentwo of the improved car couplings. The boss 15b on the arm of eachdetent hook 15, will glide over the rib 101 when the hooks 101 of twocar couplings are slid within the chambers 10c, or are withdrawn fromthe latter, and this action will evidently vibrate the lower ends of thelimbs whereon the hooked ends 15 are form ed, the latter being projectedtoward the rounded edges of the latch blocks 14, so that when the latchblocks are forced upwardly against the stress of the springs 14e, theweight of the arms 15, together with the pressure of plate springs 15cthat engage the front edges of the depending limbshavingthe hooks l5,willcause the hooks 15 to forcibly engage with the rounded lower ends ofthe latch blocks 14.

On the end wall of each of two cars A, havingtheimprovedcouplings,areleasing device of similar construction is provided, theseeach comprising a rock shaft 16, that is journaled in boxes 17, whichare secured to the car end wall, so as to maintain the shaft horizontaland properly projected away from said end wall. A crank arm 16 is formedor secured on each end of the rock shaft 16, and as the shaft isslightly projected at each end beyond the sides of the car body, it willbe seen that the shaft can be safely rocked from eil her side of the carby a trainman.

Intermediately of the ends of the rock shaft 16, a rock arm 161 issecured so as to project forwardly therefrom, in line with the liftingrod 14h, and is connected with the upper end of the rod by a link orchain, the latter being shown at 17 in'Fig. 1. There is a chain or otherflexible connection 18, secured by one of its ends tothe rock arm 16",and thence extended over a pulley 18a, or other support on the end ofthe car, from which support the chain is upwardly projected ofsufficient l'OO sasss s length to be adapted for manipulation from thetop of the car, so that the latch block can be raised by a man on theroof of the car.

It will be evident from the foregoing description, that when two carshaving the improved car couplings are shoved toward each other, the hook10b on each drawhead will freely slide into the chamber 10c that thehooks lie opposite, and from the formation of the hooks their free endswill be adapted to raise the latch blocks 14 sufficiently to allow theblocks to interlock with the shoulders of the hooks, as is indicated byfull and dotted lines in Fig. 2. W'hen the couplings are to be detached,the rock shafts 16 are then rocked either simultaneously or one afterthe other, so as to lift the latch blocks far enough for the release ofthe coupling hooks 10b, which blocks are at the same time engaged by thedetent hooks 15, the latter serving to hold the blocks elevated untilthe arms 15a of the detent hooks 'are raised on the approach of asimilarcar coupling as has been previously described.

The invention also comprehends an automatic coupling connection for theair brake pipe, and steam heat pipe of a train of cars having theimproved car couplings, and to this end two passages 19, 20, which areindependent of each other, are formed in the body of the coupling hook10b on each drawhead. Y As clearly shown in Figs. 3, 7 and 8, thepassages 19, 2() are produced in the solid material of the hook body byeither coring the mold previous to casting the drawhead, or boring thesaid ducts or passages in the hook body after casting the same intoform.

Preferably the passages for air and steam are formed with cores, andthey are madevto extend from two points in the lower edge of the hookbody upwardly and forwardly, and kept properly separated, their upperends that may, and preferably do lie in the same vertical line one abovethe other, being intersected by short passages that extend from theinner surface of the hook body, thus laterally extending the passages19, 20 through the inner face of the hook 10b near its junction with thedrawhead front end.

As shown in Fig. 7, there is a Washer 21 made of gum or other slightlyyielding material, introduced and secured within an annular recessaround each terminal of the passages or ducts 19, 20, where they cutthrough the inner surface of the hook body 10b, the gum washers havingaslight projection from said surface= as is clearly shown in Figs. 5 and7, and as represented in the last named figure and also in Fig. 4. Thegum rings or washers are each held in place by a ferrule that isthreaded on its inner end to engage a thread formed in thelateralportion of each passage. The rings 21 may also be retained in place byscrewing them into a thread cut in the.

side wall of the recess they occupy, or by any other suitable means.

The lower ends of the steam and air passages 19, 20, are adapted byinternally threading them, or by any other available method, to receiveand form a tight joint with the ends of two iiexible tubular connectingpipe sections 22, 23, the latter being formed preferably of gum hose ofproper strength to resist pressure, such in fact as is now in common usefor the connection of ends of steam and air brake pipes on cars havingsuch lixtures as a part of their equipment.

The ends of the hose sections 22, 23, that are attached to the couplinghook 10b, are provided with threaded thimbles such as 22a, 23, plainlyshown in Fig. 8, 0r other devices for the same purpose may be used ifpreferred, and if the thimbles are used they can be screwed into threadsformed for their reception in the walls of the passages 19, 20, at theirlower ends. The hose sections are afforded a suficie'ntlength to permitthem to be curvedv and not contract their diameters, and at their rearends have a steam and air tight connection effected with ends of metalsteam and air brake pipes 24, 25, that extend throughout the length ofthe car body as usual.

As the drawhead and drawbar of the improved car coupling are jointedtogether, and spring supported so as to adapt them to yield underpressure a limited degree, both laterally and downwardly, the propercoupling together of the couplings on two cars thaty are not in exactalignment at their ends is assured, as each coupling will move when itscoupling hooks enter the chambers of the drawheads, and thus compensatefor the slight deviations from true alignment had by the drawheads ofboth couplings.

It will be apparent that if a number of cars each having the means forjoining the steam and air brake pipes 24, 25, at the car couplings,areshoved towardeach other on the same railroad track, the coupling hooks10b of adjacent drawheads 10, will enter the chambers 10c of saiddrawheads, and cause the joint washers 21 on each coupling hook to slideover and rest upon each other in pairs, which will form continuous airand steam tight conduits from one end of the train to the other. As thepipes 24, 25, are supplied with air and steam in the usual way, it willbe seen that their manner of connection which hasbeen described, adaptsthem for service `as effectively as if the junctions of the pipe ends oneach car with those on an adjoining car, were produced with detachablecouplings such as are in ordinary use, and the time and labor requiredto handle such connections are saved,

the connection ordetachment of air brake and steam heat pipes on a trainbeing as reliably effected by the use of the improved connecting devicestherefor, and in much less time than is required for the work ofconnecting by the usual methods.

Having thus described my invention, I claim as new and desire to secureby Letters Patenty 1. The combination, with a drawhead having anintegral hook forwardly extended along one side, and a chamber withinthe drawhead nearly parallel with and rearward of the hook, of a latchblock curved edgewise and rounded on the lower end, a lateral armthereon fulcrumed in a recess wherein the arm and latch block move, acurved lifting rod on the top of the latch block and extending out ofthe drawhead, a spiral spring pressing the latch block into the chamber,and a detent hook having a :forwardly projecting arm adapted to be movedfor relasing said hook from contact with the latch block when said armis impinged by a rib on an approaching drawhead of similar form,substantially as described.

2. In a car coupling a draw-head having a hook fixed to and projectingfrom its forward face at one side, the other side of said drawhead beingprovided with a recess extending rearwardly from the rear portion ofthesaid hook and adapted to receive a similar hook on an opposingdraw-head, a locking device located on the draw-head and adapted toengage a hook inserted in the recess during the coupling operation, anda detent to hold said locking block out ot' operative position,substantially as set forth.

3. In a car coupling, the combination of a draw-bar, a spring secured tothe lower part thereof and projecting beyond the forward end of thesame, a draw-head pivoted to said forward end of the draw-bar andadapted to be supported on the forward projecting end of the spring,said draw-bar and draw-head having abutting shoulders at their upperparts adapted to engage one another and hold the draw-head in ahorizontal position, said drawhead having a fixed hook projecting fromits front face at one side and being provided at its other side with arecess located behind said hook and adapted to receive a similar' hookon the other draw-head when the cars are to be coupled, and a lockingdevice on the draw-head to engage the hook in said recess during thecoupling operation, substantially as set forth.

4. In a car coupling, the combination of a draw-head having a forwardlyprojecting hook xed to one side of its forward end and having a recessformed at its other side behind said hook in position to receive asimilar hook formed on an opposing draw-head, a curved locking blockpivoted to play in a curved chamber formed in the draw-head andcommunicating with the recess, said locking block being adapted toengage the hook in said recess during the coupling operation, and beingprovided with a curved reduced tail and a spring to actuate said lockingblock, said spring mounted on the tail of the block with one end bearingon the end of the block and the other end bearing on the rear wall ofthe chamber suhstantiallyas set forth.

5. In a car coupling, the combination ot' a drawhead having aforwardlyprojecting hook at its front end and provided with a recess to receive asimilar hook on an opposing drawhead, a locking block mounted in achamber formed in the drawhead communicating with the recess, saidlocking block being adapted to engage the hook in said recess during thecoupling operation and a detent adapted to hold said locking block outof operative position and provided with a tail to be engaged by theopposing drawhead, substantially as set forth.

ROBERT L. MUNSON. Vitnesses:

A. J. LOONING, J. J. KELLY.

